Control system for electric generating plants



Sept. 9, 1941. JERVIS 2,255,743

CONTROL SYSTEM FOR ELECTRIC GENERATING PLANTS Filed Sept. 16, 1938 2 Sheets-Sheet l INVENTOR. flea Jer v/s;

F. JERVIS 2,255,743

CONTROL SYSTEM FOR ELECTRIC GENERATING PLANTS- Sept. 9, 1941.

2 Sheets-Sheet 2 Filed Sept. 16, 1938 INVENTOR. fica Jerk/I5,- BY 77 ATTORNEY.

MRS? B 2 35 Patented Sept. 9, 1941 CONTROL SYSTEM FOR ELECTRIC GENER- ATING PLANTS Fred Jervis, Los Angeles, Calif.

Application September 16, 1938, Serial No. 230,262

Claims.

The invention relates to control systems for electric generating plants, and particularly to plants including an alternating current genera-- tor driven by an internal combustion engine.

An object of my invention is to provide, in an electric generating plant including an internal combustion engine as prime mover, means for manually starting the internal combustion engine, or automatically starting it in response to the demand for electric current in the circuit to which the generator is adapted to be connected.

Another object is to provide means maintaining constant the voltage and frequency of the generated electricity at predetermined selected values.

Another object is to provide means for automatically synchronizing a generator with another and connecting it in parallel therewith.

Another object of the invention is to provide safety and alarm means for disconnecting the generator from the line, stopping the primemover, and energizing an alarm signal when any of various dangerous conditions arise in the plant, such as excessive speed, excessive cooling water temperature, low oil pressure, etc.

A further object is to provide means for making inoperative the starting means when voltage on the generator reaches a predetermined value and for maintaining the starting means in inoperative condition so long as the load on the line to which the generator is connected is such as to normally cause automatic starting of the generator.

Still another object is to provide a practical, dependable, and fool-proof control for an electric generating plant in all of its important functions.

These and other apparent objects I attain in a manner which will be clear from consideration of the following description taken in connectlon with the accompanying drawings, of which:

Fig. 1 shows an electric generating plant and various elements of my control system installed thereon.

Fig. 2 is a diagrammatic illustration of the electric circuit of my control system shown in connection with 3-phase alternating current generators.

My control system is illustrated in connection with 3-phase alternating current generators and an internal combustion engine, but it will be understood that many of the features of the invention are adaptable to other types of electric generator and other sources of motive power.

In the drawings, numeral l0 designates a 3- phase alternator having armature windings A, B, and C adapted to have induced therein alternating electromotive forces having phase relations represented by the angular positions of the windings. The alternator field H is supplied with direct current from a suitable source such as exciter I! provided with a field 13. The alternator I0 is shown mechanically coupled to an internal combustion engine M on one side and the exciter I! on the other. An electric starting motor I5 is provided, adapted to engage a moving part of the engine for rotating it to effect starting. An oil pump I6 is adapted to be actuated by the engine and to force lubricating oil under pressure to the bearings of the engine. Numeral ll designates the carburetor or other fuel control device and is operated by movement of throttle arm I8 to increase or decrease the supply of fuel to the engine. Radiator I9 is provided in connection with the engine water jackets for cooling the engine and fan 20, driven by the engine is adapted to force air through the radiator. The whole assembly is preferably mounted on the frame'Zl.

The three windings A, B, and C of alternator I 0 are connected to one side of an electromagnetic switch 25 adapted to be normally open and to be closed by energization of coil 26. The opposite terminals of switch 25 are connected to the bus bars I, II, and III in such manner that closing of the switch connects windings A, B, and C, respectively, to buses I, II, and III.

A feature of my invention is the provision of means for controlling the frequency of the E. M. F. generated by the alternator. Two electric circuit elements differing in their reactive character, such as an inductance coil 21 and a resistance 28, are connected in parallel relation across one winding of the alternator Hi, there being an actuating coil 29 of relay 30 in series with inductance 21 and another actuating coil 3 of the same relay in series with resistance 28, these two parallel circuits thus forming circuits of different. power factor. The relay 30 is a double pole, double throw relay, normally held in open position, but adapted to be closed toward the right in Fig. 2 by energization of coil 29 and to be closed toward the left by energization of coil 3|. When the currents through coils 29 and 3| are equal. there is no tendency for the switch arms to be moved from open position; but when the closed in the corresponding direction. A small motor 32 having a field 33 is preferably connected to the relay switch 30 and to the alternating current supply as shown in such manner that the relay switch 30 acts as a reversing switch to reverse the field 33 with respect to the armature of motor 32 to cause the direction of rotation to be reversed. The motor 32 is operatively connected to the throttle arm I8 of the carburetor ll of the engine M as by the worm 34, rack 35, and link 36 to move the throttle arm upon rotation of the motor 32. The connections are such that closing of the relay -30 to the left position in Fig. 2 results in rotation of the motor 32 in such a direction as to decrease the fuelsupply to the engine.

The-operation of the frequency control means may now be understood. Since the current through an inductive reactance such as coil 21 decreases as the frequency of the applied voltage increases, and the current through a resist ance such as resistance 28 remains substantialiy constant as the frequency changes, it will be clear that if the frequency rises, the current through coil 29 of relay 38 will be decreased while the current through coil 3| will remain nearly the same. The relay will then close to the left position, causing the motor 32 to rotate in such direction as to decrease the fuel supply and reduce the speed of engine H The frequency will drop correspondingly until the currents through coils 29 and 3| of the relay 38 are again balanced to permit the relay to open. Should the frequency drop below this equilibrium value, the current through inductance 21 and relay coil 29 will increase while the current through resistance 28 and coil 3| will remain nearly constant. The relay 38 will, therefore, close to the right and cause the motor 32 to rotate in such direction as to increase the fuel supplied to the engine, whereupon the engine will increase in speed and cause the frequency to rise again to its equilibrium value. The resistance 28 is preferably variable, and by changing its value, the equilibrium frequency at which the relay 38 is in balance may be altered. For best results, the reactance of coil 3| is preferably small compared with resistance 28. It will be understood that combinations of circuit elements other than an inductance and a resistance may be employed in place of inductance 21 and resistance 28 as, for example, a condenser and a resistance, or a condenser and an inductance, the esential requirement being that the two elements employed differ in their relative change in impedance resulting from change in frequency so as to provide two parallel circuits of different power factor.

The voltage-of the alternator is maintained substantially constant by suitable regulating means, regardless of the load. I prefer to employ for this purpose a voltage regulator which is the invention of Oliver A. Perry, and is the subject of his application for patent, Serial No. 114,553. I do not claim this regulator, per, se, as my invention. In this regulator, current transformers 40, 4|, and 42 are connected in the three lines leading to bus bars I, II, III, respectively. The secondaries of these transformers are connected, respectively, to the input terminals of the full-wave rectifiers 43, 44, and 45, which are preferably of the dry oxide type. The output terminals of the rectifiers are connected in series, as shown. The shunt field l3 of exciter |2 is in series with the fixed resistor and the variable resistance 41', the latter being employed to vary the no-load voltage of the exciter. The three rectifiers are connected in series with variable resistance 48 and across resistor 46 in such manner that the output from the rectifiers is applied across resistor 46 through resistance 68. The adjustment of the resistance 48 thus controls the potential difference across resistor 58 due to current from the rectifiers. The positive terminal of the series of rectifiers is connected to that side of the exciter field circuit that leads to the negative terminal of the exciter in such manner that potential difference due to the rectifier bank adds to that of the exciter armature to increase the exciter field current.

In the operation of the voltage regulator, the variable resistance 41 is set to secure the desired no load voltage on the alternator, and as the load builds up in any one or all phases of the alternator, potential differences will, by reason of transformers 40, 4|, and 42, be applied to. the rectifiers 43, 44, and 45. These rectifiers will these A. C. potential differences, and the ried D. C. potential differences will be aprfirnugh r sistance 48 to the exciter field t. When the polarities are as described above, this potential difference due to the rectifier bank tends to increase the current through exciter field l3, which raises the exciter voltage,

which in turn raises the alternator voltage to compensate for the drop in voltage normally caused by an increase in load on the alternator. The resistance 48 is adjusted to provide just the proper amount of compensation required by the particular alternator l0 employed and the power factor of the load to be encountered. If desired, the resistance 48 may be set for overcompensation to correct for line drop. When properly adjusted, then, the line voltage at a selected point will be held substantially constant for any load on the alternator; and since the rectifiers 43, 44, and 45 are connected in series, the voltage compensation will be unaffected by an unbalance of the load between phases.

The electric starting motor l5 for the engine I4 is connected in circuit with a suitable source of electric current, such as a storage battery 50, through an electromagnetic switch 5| which is normally open but which is closed by energization of coil 52. One terminal of the battery 50 is preferably grounded to the frame 2|. One side of coil 52 is connected to the ungrounded terminal of battery 50, and the other side leads by conductor 53 to one terminal of a push button switch 54, the other side of which is grounded. For manual starting of the engine the switch 54 is closed which completes the circuit through the coil 52, whereupon the switch 5| closes sending current through the motor l5.

My generating plant may be employed in standby service to take a share of the load when the current through buses I, II, and III, which may normally be supplied from another source, such as alternator 55, increases to more than a predetermined value. I, therefore, preferably provide means for automatically starting the engine I 4, synchronizing alternator III with the line, and connecting it therewith. Installed preferably-in one of the main buses, such as I, is a series transformer 56 whose secondary is connected to a double pole, double throw switch 51 adapted, when closed in one direction, to connect the secondary of transformer 56 to the actuating coil 58 of a double pole electromagnetic switch 59. The switch 59, which is normally held open and is closed when coil 58 is energized, has one pole adapted to connect conductors 88 and 8|, and the other pole adapted to connect conductors 82 and 83. Conductor 88 is connected to conductor 53. Conductor 8| leads to one terminal of the relay switch 84, which in the normal upper position I connects conductor 82 with the grounded latch release coil 85 of relay 88; and in the lower position, occupied when coil 81 is energized, connects conductor 8| through conductor 18 to one terminal of the switch of relay 88. The switch of relay 88 is normally held closed and is opened when coil 88 is energized. The coil 88 is connected across one phase of the alternator I8. The relay 88 has a mechanical latch 89 adapted to hold open the switch until the latch is lifted by energization of coil 85. The switch of relay 88 when closed connects conductors 18 and H, the latter connecting with conductor 12 to which are connected one terminal of each of safety switches 13, 14, and 15.

Switches 18 and 15 are indicated as tempera ture responsive switches adapted to close and connect conductor 12 to ground when they reach a certain elevated temperature. Such switches are well-known in the art. Switches 13 and 15 are preferably located in parts of the apparatus where it is desired that the temperature shall always remain less than a certain selected value. I preferably locate switches 13 and 15 in the head of the engine I4 and adjust the switches to close when the temperature of the head approaches the boiling temperature of the circulating cooling fluid within. The switch 14 is indicated as a pressure responsive switch adapted to connect conductor 12 to ground when the pressure falls below a certain selected value. Such switches are well-known in the art. The switch 14 is preferably connected to the discharge passage of the oil pump I8 of the engine. Since when the engine is running and the pump I8 is operating normally, pressure is applied to switch 14, it will be open; but when the engine is stationary or the pump is not supplying oil under pressure to the bearings, the switch 14 will close and connect conductor 12 to ground.

sound-producing device such as a bell, is con-' nected across the coil 18. The relay 19 is normally in the upper position, connecting conductor 83 with conductor 8|, and is moved by energization of coil 18 to the lower position in which conductor 8| is connected through conductor 82 to the ungrounded terminal of starting motor I5. The conductor 8| leads to relay switch 83 which is normally held closed, connecting conductor 8| to conductor 84. The relay switch 83 is opened by energization of coil 85 which is supplied through rheostat 88 by conductors 81 connected to the terminals of the exciter I2. The ignition coil 88 of engine I4, the coil 89 of electromagnetic fuel valve 98, and actuating coil 9| of relay switch 92 are connected between conductor 84 and ground. The fuel valve 98 is preferably inserted in the fuel line to the engine and is normally closed, but opened when coil 89 is energized.

The relay switch 92 is normally held open but is closed by energization of coil 9| to connect conductors 93 and 94. Conductor 98 leads to one line of the alternator I8, for example that connected to winding B, while conductor 94 connects to one terminal of coil 28. The other terminal of coil 28 is connected through conductor 95 to relay switch 98 which, when in its normal closed position, connects conductor 95 with conductor 91. The relay switch 98 is opened when coil 98 isenergized. The coil 98 is connected between conductors 83 and 1|. Conductor 91 is connected by relay switch 99, when in its normal closed position, with conductor I88. The relay switch 99 is opened by energization of coil I 8| which is preferably connected between conductor I88 and conductor I82. The conductor I88 is connected to one terminal ofrelay switch I88 which in its closed position connects conductor I88 with a line of alternator I8 different from that to which conductor 99 is connected, for example, the line connected to winding C. The relay switch I88 is normally held open and is closed when coil I84 is energized to a suitable degree. The coil I84 is connected between two of the outgoing power lines from alternator I8, for example, those connected to windings B and C.

I have illustrated my invention as applied to the case in which the buses I, II, and III are supplied by alternator 55 which is provided with 8. held H8, and an exciter III having a field II 2. The windings A, B, and C of alternator 55 may be connected to buses I, II, and III, respectively, through electromagnetic switch II3 which is closed by energization of coil H4. The connections of the two alternators I8 and 55 to the buses I, II, and III are such that the phase rotation of each alternator is the same relative to the buses to which it is connected, as shown.- The neutrals of the windings of alternators I8 and 55 may be connected through conductor I85. In my installations, alternators I8 and 55 may be, and usually are, identical, the alternator 55 being equipped with voltage regulating means, frequency regulating means, starting means, safety and alarm means similar to that above described in connection with alternator I8. The connection of these various devices will be obvious inview of the foregoing description. Inasmuch as either alternator may in practice he placed on the line first, and the other be automatically started and placed on the line when its services are required, the series transformer 58 may serve to connect the starting apparatus for either one or the other of the altemators. If switch. 51 is thrown to the left in Fig. 2, the starting apparatus of alternator I8 will be connected; while if switch 51 is thrown to the right, the starting apparatus of alternator 55 will be connected through conductors II5.

For purposes of synchronizing the two alternators, the actuating coil I8I of relay 99 is connected through conductor I82 to the switch of relay II8, the other terminal of which is connected to the winding of alternator 55 (in this case winding C) to which is adapted to be connected the winding C of alternator I8 to which the relay switch I 83 is connected. The relay I I8 is normally held open but is closed by energization of coil I I1 to a suitable degree. The coil H1 is connected between windings B and C of alternator 55.

In describing the operation of the apparatus of my invention, I shall assumethe alternator 55 connected through switch 3 with the buses I, II, and III and supplying electrical energy to the buses at a substantially constant voltage. If the engine I4 is to be started manually, the switch 16 is closed to its left position, in which the ignition coil 88, fuel valve electromagnet 89, and relay coil M are energized through a circuit including relay switch 83, conductor 8!, relay switch I9 in its upper unoperated position, conductor 58, switch It, and conductor ii. The push button switch 54 is then operated to connect the starting motor as previously described. If it is desired to have the alternator I started and connected automatically to take its share of the load, the switch 51 is closed to the left in Fig.2, the switch 16 is thrown to the right position connecting conductors Ti and 62, and the operation is as follows:

As the load current in bus I-is increased, a condition will be reached, depending upon the adjustment of relay 59, at which the induced E. M. F. in the winding 55 is sufiicient to energize coils 58 and 67 and cause operation of relays E9 and 64. Current will then flow from the ungrounded side of battery 50 through coil 52, conductor 53, conductor 60, relay 59, conductor BI, relay 64, and conductor I0 to the switch of relay 66. Since neither coil 55 nor 68 are energized, the switch of relay 66 will be closed. The current will, therefore, pass from conductor '30 through relay 66, to conductor 1 i, and on to conductor I2. Since the engine I is stationary, there is no oil pressure and switch I4 is closed. The current, therefore, passes through switch Id to ground, completing the circuit. The current passing in this manner through coil 52 closes relay BI and permits current from the battery 50 to pass through the starting motor I5 to ground, and the starting motor turns the engine which presently starts. While this is occurring, current also passes from the ungrounded side of the battery 5% through conductor ll, switch 15, relay 59, conductor 63, coil IB, conductor I2, and oil pressivitch M to ground. The current passing closes when the voltage on alternator it comes up to normal.

When the alternator I0 is to be started and connected to a dead line, relay 99 is found to be normally closed and when relay I03 closes, current passes from the terminal of the alternator I0 connecting with winding C through relay I03, relay 08, conductor 81, relay 86, which is normally closed, conductor 05, coil 26, conductor 94, relay 92, to the terminal of the alternator connected with winding B. Current, therefore, flows through coil 28 and closes switch 25 connecting alternator I0 with the line.

If, however, the alternator 55 is in operation supplying. the line to which alternator I0 is to be connected, as-I have assumed, it is necessary to through coil 7% moves the switch of relay 19 to its lower position. Current then passes through relay 5i, conductor 82, relay I9, conductor 8i, relay 83, which is now closed, to the ignition coil 88, fuel valve 8t, and coil ill, and through each of these elements back to ground. In this manner the ignition circuit of the engine I4 is energized, and the fuel valve is opened permitting fuel to flow to the engine. Current passing through coil 9| closes relay 92.

When the engine starts, oil pressure quickly builds up, opening switch It. The circuit through coil 52 is thus interrupted, opening relay 5|, and disconnecting the starting motor I5. At the same time, the circuit through coil I8 is interrupted, permitting the switch of relay I9 to be returned to its upper position. In this position, current comes from conductor 63, passes through relay "I9, to conductor BI, and on to energize the ignition circuit, fuel valve, and coil 9| as before.

As the speed of the engine I4 increases, the

voltage of the alternator III also increases, the voltage regulating means and the frequency regulating means coming into operation to produce a predetermined voltage and frequency. The relay I03 is adjusted to close at a voltage just below that for which the field excitation and voltage regulator are set. Accordingly. relay I03 synchronize alternator I0 with the line supplied byalternator 55 before connecting it thereto, and my apparatus is adapted to perform this function automatically. The normal frequency and normal voltage of alternator I 0 are adjusted to be substantially equal to those of the power circuit to which it is to be connected and the frequency and voltage regulating means previously described then maintain the conditions substantially constant. The relay H6 is set to close at a voltage Just below normal voltage of the alternator 55, so it will be closed at the time the alternator I0 is to be synchronized with the line. The coil M of relay 09 will, therefore, be connected through relays I03 and H6 between the terminal of alternator I0 connected to winding C and the terminal of alternator 55 connected to winding C. Generally the potential with respect to neutral of the windings C and C' will be different resulting in the passage of current through coil I0! to hold relay 99 open. The relay 99 is set to close only when the current through coil 99 falls to a very low value. As the voltage of alternator III, then, builds up and the relay I03 closes, the switch 26 is not closed immediately, but only when the potential of winding C becomes nearly equal to the potential of winding C'. When this occurs, the relay 99 will close, completing the circuit through coil 25, and the switch 25 will close to connect alternator I0 to the buses I, II, and III. It will be observed that since the alternators I0 and 55 have been connected to switches 25 and H3 with the same phase rotation, and since the voltages of the two alternators are the same, and the frequencies are substantially the same, the alternators must be in synchronism when the potential difierence between windings C and C is nearly zero, and under these conditions, it is safe to connect alternator I0 to the power circuit.

When the voltage of alternator l0 comes up to normal, coil 68 is energized, opening the relay 66. The latch 69 then holds the relay switch open until released by energization of coil 55: If during the operation of the alternator its speed should for any reason become excessively high, as might occur due to failure to the frequency regulating means, the voltage across the terminals of the exciter I2 will rise and cause relay 83, which is set to open at alvoltage somewhat higher than normal exciter voltage, to open and break the circuit to the ignition coil 08, the fuel valve 89 and the coil 9i. The engine I4 will then stop and since relay 9: will be opened, the current through holding coil 26 will be interrupted, resulting in opening of switch 25 and disconnecting of the alternator I0 from the line.

While alternator I0 is producing normal volttage, if the engine should for any reason become excessively hot, one of the switches I3 and 15 will close; or should the oil pressure drop to a dangerously low value, the switch H will close. Either of these events causes current to flow from conductor 63 through coil 18, conductor I2, and the closed switch l3, 14, or 18, to ground. Current passing through coil 18 pulls the switch of relay 19 to its lower position breaking the connection between conductor 63 and M through which the ignition coil 38, fuel valve coil 89, and relay coil 9| are energized. It will be observed that now when the switch of relay I9 is in its lower position, there is no connection through conductor 82 to the battery, as there was during starting, for now relay Si is open. Hence, if either a condition of excessive engine temperature or one of low oil pressure arises, the engine will be shut down and the alternator will be disconnected from the line. At the same time, the alarm signal 80 will be energized by reason of potential difference existing across coil 18 and will indicate to an attendant that something is wrong. As additional or alternative safety means for opening the switch 25 when one of switches l3, 14, or 15 is grounded, I may employ the relay 98, and it will be apparent that current can flow from conductor 83 through coil 98, and conductor 12 to the grounded switch. This will result in relay 98 opening to break the circuit through the holding coil 26 of switch 25 and the switch 25 will then open.

Should the generator be shut down in any of the ways above described by reason of a dangerous condition existing, it will be impossible for the starting means tocome into operation to again place the generator on the line unless the load on the line drops to permit relay switches 59 and 64 to open. For with the switch of relay 86 held open by latch 69, it is impossible for the starting relaycoil52 to be energized as previouslyexplained through the circuit including conductor 10, relay 68, conductor H, and conductor 12. This prevents alternate stopping and starting of the generator when something is wrong and before an attendant can come to investigate the cause of the alarm signal. If, however, the switch 51 is opened or the current in the line drops to such a low value as to disconnect the starting means, i. e. if the E. M. F. induced in transformer 58 is insufficient to hold relay switch 59 closed and relay switch 54 in its lower position, the relay switch 64 will be thrown to its upper position completing a circuit from conductor 63 through coil 65 to ground; and the current passing through coil 65 then releases the latch 69, and permits the switch of relay 66 to close, placing the entire system again in condition for starting of the engine.

It will be seen that I have provided a control system for an electric generating plant which is automatic in performing the necessary functions required in operation of a generating plant, and one which necessitates a minimum of attention on the part of an attendant, yet one providing a high degree of safety.

It will be understood thatthe embodiment of my invention disclosed herein is illustrative only, and that various changes and modifications in my system may be made by those skilled in the art without departing from the spirit and scope of the appended claims.

I claim as my invention:

1. In combination with a polyphase alternating current generator and a polyphase alternating current power circuit, an electromagnetic switch adapted to connect said generator to said circuit in corresponding phase rotation, said switch being energized by said generator, means maintaining the frequency of said generator substantially constant, means maintaining the interphase voltage of said generator substantially constant, an energizing circuit for the actuating coil of said electromagnetic switch including a relay switch adapted to close when the interphase voltage of said generator builds up to a predetermined normal value, and a relay switch in said energizing circuit adapted to close when said generator is in synchronism with said power circuit.

2. In combination with a power circuit, an electric generator adapted to be connected to said power circuit, an internal combustion engine for driving said generator and having an oil pressure system in which oil under pressure exists only when said engine is running, an electric starting motor for said engine, a relay switch adapted to close an energizing circuit to said motor upon energization of an actuating coil, an energizing circuit for said actuating coil including a switch responsive to pressure in said oil pressure system and adapted to close when said pressure becomes dangerously low, said last-mentioned energizing circuit including a second relay switch, and means for automatically closing said second relay switch to initiate starting of said engine when the current in said power circuit exceeds a predetermined value.

3. In combination with a power circuit, an electric generator adapted to be connected to said power circuit, an internal combustion engine for driving said generator, an electric starting motor for said engine, means for energizing said starting motor when the current in said power circuit exceeds a predetermined value, means for breaking the circuit to said starting motor when said engine starts, means making inoperative said first-mentioned means when the voltage of said generator comes up to a normal value, and means restoring said first-mentioned means to its original condition upon the current in said power circuit falling below said predetermined value.

4. In combination with a power circuit, an electric generator adapted to be connected to said power circuit, an internal combustion engine for driving said generator and having an oil pressure system in which oil under pressure exists only when said engine is running, an electric starting motor for said engine, a relay switch adapted to close an energizing circuit to said motor upon energization of an actuating coil, an energizing circuit for said actuating coil including a switch responsive to pressure in said oil pressure system and adapted to be closed when there is no oil pressure and open when oil is under pressure, a second relay switch in said last-mentioned energizing circuit and adapted to close upon energization of an actuating coil, a series transformer connected in said power circuit and having a secondary connected to energize the actuating coil of said second relay switch, said second relay switch being adjusted to close when the current in said power circuit exceeds a predetermined value, a third relay switch in said last-mentioned energizing circuit and adapted to complete said circuit upon energization of an actuating coil connected to the secondary of said series transformer, a fourth relay switch in said last-mentioned energizing circuit which is normally closed but adapted to be opened upon energization of an actuating coil connected across said generator, a mechanical latch adapted to hold said fourth relay switch open, and an electromagnet adapted upon being energized to release said latch to permit closing of said fourth relay switch, said third relay switch being adapted to complete an energizing circuit through said electromagnet when the actuating coil of said third relay switch is de-energized.

5. In combination with an alternating current power circuit, an alternating current generator, an intemal' combustion' engine fo'rdriving said generator, an electric starting motor for said engine, means for e'nergizing'said starting motor when current in said power circuit exceeds a predetermined value, means .for breaking the circuitto said starting motor when said engine starts, means for maintaining substantially constant the frequency of the generator, means automatically connecting said generator to said power circuit when it is in synchronism therewith, means making inoperative said means for energizing the starting motor when the voltage of said generator comesup to a normal value, and means acting when the current in said power circuit falls below said predetermined value, to restore to its original condition said means for energizing the starting motor.

6. In an electric generating plant including an alternator, an internal combustion engine for driving said alternator, an exciter driven by said engine for supplying the field of said alternator, said engine having an ignition coil and an oil pressure system in which oil under pressure normally exists when said engine is running, the combination of a switch responsive to pressure of oil in said system and closed when said pressure becomes dangerously low, a switch respongive to temperature of said engine and closed when said temperature becomes dangerously high, said switches being connected in parallel, an electromagnetic switch adapted to connect said alternator to an output circuit and adapted to be held closed by energization of an actuating coil, an energizing circuit for said actuating coil closed by a relay switch having an actuating coil in parallel with said ignition coil, an energizing circuit for said ignition coil and said last-mentioned actuating coil and including a second relay switch and a third relay switch, said second relay switch being opened by passage of current through a coil connected across said exciter when said current is greater than a predetermined value, and said third relay switch being adapted to open when its actuating coil is energized, said actuating coil of said third relay switch being in an energizing circuit with said pressure and temperature responsive switches. v

'7. In combination with an alternating current power circuit and an alternating current generator; a normally open relay connected to one phase of said circuit and adapted to be closed by energization of said phase; a normally open second relay connected: to the corresponding phase of said generator and adapted to be closed by energization of said phase; a normally closed third relay connected in series with said first and second relays whereby said third relay is energized when said circuit phase and said generator phase are energized and are not substantially in phase; and a magnetically operated switch adapted to connect said generator to said circuit when said third relay is not energized.

8 A device as described in claim 7, in which said magnetically operated switch is energized by said generator so that said switch will not close when said generator is not operating.

9. In combination with an alternating current generator and an alternating current power circuit; means maintaining the frequency of said generator substantially constant; a relay adapted to close when the voltage of one of said generator phases reaches a predetermined value; a second relay adapted to close when the corresponding phase of said circuit is energized; a third relay connected in series with said first and second relays and adapted to close when the potential difierence between corresponding phase wires of said generator and said circuit is substantially zero; and a magnetic switch adapted to be closed by the closure of said third relay, whereby said generator is connected in the proper phase sequence to said circuit when the frequencies of said generator and said circuit are substantially equal and in phase.

10. A device as described in claim 9 in which said magnetic switch is energized by said generator so that said switch wili not close when said generator is not operating.

' FRED JERVIS. 

